Brisbane riders have the chance to go wild on a locally designed WYLD mini electric chopper at the “Launch, Show & Ride EV Expo” at University of Southern Queensland’s Springfield Campus next week.
The WYLD is produced by Brisbane-based electric light vehicle company EMoS, formerly known as e-Motion Concepts.
The e-Moped will cost from $A2999 to $A5599 depending on battery size.
EMoS will launch the bike at the event in the USQ’s Springfield campus car park of Block B at University Drive, on 12 December 2020, 9am to noon.
And you can get a chance to have a test ride.
In fact, because it is governed at 50m/h top speed it’s classed as a moped, so you don’t even need a motorcycle licence. (Mopeds can be ridden on a car licence in Queensland, Western Australia, South Australia and the Northern Territory.)
Extending the special moped licence to all states is one of the key points of a Two Wheel Action Group petition to state and federal ministers. Click here to read more and sign the petition.
Electric future
While you’re at the Expo, you can see and ride the future of electric vehicles with a display of EMoS light electric vehicles (LEVs) to transport people and goods.
Ride Sports will also display their range of e-bikes and the Australian Electric Vehicle Association (AEVA) will have information about electric vehicles and some electric cars on show.
As part of the Australian launch of the EMoS WYLD, the company will give away one of their iLARK three-wheeled personal e-scooters to one lucky attendant.
iLARK three-wheeled personal e-scooter
EMoS co-founder Harry Proskefalas visitors will be able to learn more about the coming electric vehicle revolution.
“The venue at USQ Springfield campus is very fitting, with USQ’s own commitment to sustainability, such as the 2 megawatt solar project and green transport initiatives,” he says.
The WYLD features a removable battery and you buy a backup 20Ah battery with 80km of range for $600 or a 30Ah battery with 90km range for $850.
It has fat 12-inch tyres, a solo saddle, mini ape-hanger bars, digital instruments and Harley-esque styling in red or blue.
Honda has filed a patent with the US Patent Office regarding the possible development and production of a brain-machine-interface that allows your brain to completely control the motorcycle.
The patent images are pretty comical actually. They depict a motorcycle rider using his mind to pop a wheelie on what looks like a CBR600RR. In the next photo, he’s doing a full front-brake stoppie.
It’s up to Honda and how they want to develop this hardware/software, but It’s safe to assume that this new BMI (brain-machine-interface) will link you up with the sensors and assists already on the motorcycle to hopefully prevent crashes and have the motorcycle perform more like you hope it would, without the failure of user inputs.
“The control circuitry may determine control information indicative of an intention of the user to perform a specific task using one or more components of the vehicle. The specific task may correspond to one of a vehicle acrobatic maneuver, a vehicle driving maneuver, or a hands-free control of the user assistive device inside the vehicle. Examples of the specific task may include, but are not limited to, a wheelie, a stoppie, a hyper spin, a switchback, a burnout, a left turning maneuver, a right turning maneuver, a braking maneuver, a reversing maneuver, an accelerating maneuver, a decelerating maneuver, a parking maneuver, a traffic circling maneuver, a stopping maneuver, or an overtaking maneuver.”
Bagging a number 1 plate at any age is something. Doing it at age 81 is remarkable.
Note: the photo above is of Tony Serra and Ed Sorbo at Streets of Willow in 2013 after Serra earned his first expert class championship.
Begin press release:
81-year-old Tony Serra clinched his sixth club level class championship at Willow Springs on November 26th, concluding a racing career that spanned seven decades.
Part one of Serra’s career started in 1964 with the Association of American Motorcycle Road Racers and concluded in 1970. A highlight for Serra was racing in the Junior Class of the 1968 Canadian GP at Mosport.
Part two of Serra’s career began in 2008 at the age of 68 when he rented a 250 Ninja from Race Bike Rentals for track days and Willow Springs Motorcycle Club races. Serra purchased that motorcycle and hired Lindemann Engineering’s Ed Sorbo as his Crew Chief & Coach.
Serra is heavier than the kids he raced against and wanted more power for his 250 Ninja. Because adding a turbo to a 250 Ninja is impractical Sorbo offered his 1990 TZ 250. Serra used it to earn his first club level championship. In the 2010 WSMC Novice 250 GP Class,
thus, becoming the world’s oldest motorcycle club level class champion at 71. In 2011 Serra earned both the Novice 250 GP and Novice Ninja Cup Championships with WSMC. By 2013 Serra was an expert and clinched the Moto West GP Lindemann Engineering 250 Ninja Cup Championship.
In 2019 Serra earned the WERA West F Super Sport Expert Championship and in 2020 he concluded his second career by again earning the WERA West F Super Sport Expert Championship.
Of note: Serra’s best TZ lap at Willow Springs is 1.44 and his best 250 Ninja lap is 1.47. Serra’s racing accomplishments are unlikely to be matched however he wants to encourage everyone to pursue their dreams. The Serra Challenge does not require extraordinary skills. Tony Serra encourages you to do the thing that challenges you regardless of age and if it’s motorcycling, all you have to do to join Tony is go racing anytime between the ages of 68 and 81 years young.
Lots of rubber options for the Multistrada V4, depending on how seriously you want to take it to the dirt.
Begin press release:
The new Ducati Multistrada V4, recently presented to the public on the digital platforms of the company from Borgo Panigale, represents the fourth generation of Multistrada and is an important step forward in its offering for the maxi enduro segment. The Multistrada V4 is an even more high performing motorcycle compared to its predecessor; designed to show a sporty attitude and versatility at the same time, capable of tackling all conditions in complete safety, on- and off-road.
Pirelli has worked closely with Ducati since the inception of the Multistrada project in 2003 offering to the company from Borgo Panigale tires focused on supporting the attributes of this machine in terms of performance and safety. The first version of the Ducati Multistrada in 2003 was equipped with Pirelli SCORPION Sync, the new 2010 model adopting Pirelli SCORPION Trail, while the Multistrada 1200 in 2012 was the first to have as original equipment the revolutionary Pirelli SCORPION Trail II tires. With the recent introduction of the fourth generation Multistrada, the partnership between this motorcycle family and SCORPION Trail II is increasingly strengthened, and it is joined this time by the motorcycle additional homologations for SCORPION Rally STR and SCORPION Rally tires.
The Ducati Multistrada V4 range features as original equipment tires Pirelli SCORPION Trail II in the sizes 120/70 ZR19 M/C 60W TL (D) front and 170/60 ZR17 M/C 72W TL (U) rear, a specification developed specifically for the new Multistrada. The sizes chosen for the new Ducati Multistrada have now become the reference for the maxi enduro segment. For this reason, the motorcycle is homologated also for the Pirelli enduro on/off tires SCORPION Rally STR and SCORPION Rally in the same sizes, which are more suitable for off-road use and for the needs of bikers who love adventure.
The Multistrada V4 S and Multistrada V4 S Sport models offer motorcyclists the possibility to be purchased with light alloy cast wheels or alternatively with spoke wheels, which will be directly assembled in the factory. In both cases, the original equipment tires remain Pirelli SCORPION Trail II.
The three different Pirelli tires homologated for the Ducati Multistrada V4:
SCORPION TRAIL II
ON-ROAD 90 / 10 OFF-ROAD
SCORPION Trail II is the perfect combination of the best features offered by an off-road product and those guaranteed by a sport touring tire, specifically designed to meet the most demanding market expectations, and for years the original equipment of prestigious enduro road bikes. Since its market introduction, SCORPION Trail II has achieved 11 victories in the enduro street tire comparative tests. The first one was the one promoted by Motorrad in 2015, the year of its debut. From 2016 until 2019, it’s the winner of 10 additional comparative tests organized by the most authoritative industry publications from Europe, achieving results that make this tire one of the most successful products ever from the Pirelli motorcycle range.
SCORPION RALLY STR
ON-ROAD 70 / 30 OFF-ROAD
SCORPION Rally STR is a tire of the enduro on/off segment that is able to combine the best performance of a rally competition tire with that of an enduro street tire. It’s designed for those motorcyclists that desire a knobby tire with an aggressive look, while being versatile, which translates to a balanced behavior on and off-road. SCORPION Rally STR provides optimal off-road performance combined with excellent handling, grip and stability on the road.
SCORPION RALLY
ON-ROAD 50 / 50 OFF-ROAD
Pirelli SCORPION Rally can rely on the pedigree of the SCORPION family, which carries with it all the experience developed through decades of participation in different off-road racing on different types of terrain, from soft sand to hard rock. Born specifically for desert racing and rallies, the SCORPION Rally range is enriched with new sizes that have been designed especially for high displacement enduro street bikes. This was made possible by the constant research & development work of Pirelli engineers, which pursued an evolution of all the tire aspects: from tread pattern design to tire structure, from profile to compounds. These sizes, including the ones for the new Ducati Multistrada V4, were designed to guarantee excellent off-road performance including better traction, tear resistance and less wear on the tread, and at the same time to provide high mileage and excellent road stability, even at high speeds and fully loaded.
Naturalist Enos A. Mills, known as the father of Rocky Mountain National Park, homesteaded this site adjacent to Colorado Highway 7 in 1885. Story and photos by John Aronson.
Peak to Peak Scenic Byway: Fifty-five miles of Colorado Bliss.
The Front Range of Colorado’s Rocky Mountains was definitely created for the benefit of motorcyclists, although it’s been more than 40 million years since tectonic forces elevated these massive peaks. Like the siren’s song to a sailor at sea, I’m motivated to explore this sublime elevated landscape close to my home along the urban corridor that includes Denver and Boulder, Colorado. An hour from my driveway is the 55-mile Peak to Peak Scenic Byway, established by the state of Colorado in 1918. A mecca for motorcyclists, the Byway is just two lanes and it follows the trails originally forged by Native Americans, fur traders and later miners in search of gold and other precious metals.
My Peak to Peak day ride begins where U.S. Highway 6 meets Colorado Highway 119 near the former mining settlement of Black Hawk, Colorado. Hungry riders will find designated motorcycle parking at The Last Shot. Nearby is the gold rush town of Central City, where the downtown storefronts have been restored to emulate their 19th-century origins. Most silver and gold prospecting in Central City and Black Hawk is now done in a bevy of legal gambling casinos. I only want to twist the throttle of my 2012 Triumph Tiger Explorer and head north. Leaving civilization behind, the elevation climbs and the views get better around every bend in the road. There are a few hairpins, but this section of the Byway features straight sections linked by spacious turns with just the right amount of camber.
The Central City Fire Department has served the community since the days of bucket brigades.
My plan is to stay on the pavement, but I ride past several dirt roads intersecting the byway that lead to trailheads and campgrounds in the Arapahoe and Roosevelt National Forests. I’ve only traveled 19 miles from Black Hawk, but my priorities include stopping for a freshly baked croissant at the New Moon Bakery & Cafe in the funky village of Nederland. There is plenty of parking on this day, but in March the streets are jammed during the popular “Frozen Dead Guy Days” festival. Look it up. Nearby are the Eldora Mountain Resort and the Caribou Ranch where Elton John, Joe Walsh and a long list of other artists cut tracks in the recording studio there. Unfortunately, a fire destroyed the recording studio in 1985.
Founded in 1859, the gold rush town of Central City was once considered the “Richest Square Mile On Earth.”
From Nederland, the Peak to Peak Scenic Byway continues onto Colorado Highway 72, rising to 9,450 feet above sea level. Even though the tarmac up here must endure the ice and snow of winter, there are no frost heaves or bumps to upset my Tiger’s suspension through a series of perfect radius turns that ramble past the former gold mining settlement of Ward. Nearby is the entrance road to the Brainard Lake Recreation Area, which has views of the Indian Peaks Wilderness, access to several campgrounds and is a popular destination for canoeing, kayaking and fishing.
Just north of the town of Black Hawk, riders can satisfy their hunger at The Last Shot roadside restaurant.
As a general rule, the air temperatures are lower at higher altitudes, so when it’s a hot summer day in the cities of Colorado’s Front Range, riders head to the mountains where there might be near perfect riding weather. Of course, mountain riding in high elevations means rapidly changing weather conditions are always possible. When I’m not watching the road ahead, I notice massive dark clouds replacing my perfect blue skies. Afternoon rainstorms in Colorado are common during the summer months. Stopping to don my rain gear, I meet Mark aboard his Honda Gold Wing F6B towing a trailer and his wife Kim riding her CanAm Spyder. Beginning in their home state of West Virginia, they were halfway through a 6,000-mile journey to all of the lower 48 states. Soon after we part ways, it starts to pour down rain. My ride through the cloudburst lasts only 15 minutes, and happily I stay dry yet all the dead bugs have been washed from my windscreen! Looking back, the intensity of riding through a sudden storm made me feel more connected to my machine and the road beneath its wheels.
Mark and Kim included the Peak to Peak Scenic Byway on their ride to all of the lower 48 states.
I follow the byway onto the freshly paved asphalt of Colorado Highway 7 that rolls past the small resort town of Allenspark. The town was once the site of international ski jumping competitions and is near the Wild Basin entrance to Rocky Mountain National Park. This is a good place to stop and take in the scenery, but on my ride the afternoon clouds obscure the summits of 13,911-foot Mount Meeker and 14,259-foot Longs Peak.
The author poses near the intersection of Colorado Highway 72 and Colorado Highway 7.
Fortunately for me, the tarmac has dried out and there’s very little rain-induced gravel or traffic to impede my Triumph’s progress through a series of lovely S turns down into Estes Park at the northern end of the Peak to Peak Scenic Byway. There may be more famous roads, but this one has all the attributes riders crave, including fantastic vistas connected by ribbons of smooth pavement that are ideal for leaning through an endless supply of corners. There’s very little cross traffic, no traffic lights and I only remember two stop signs! Although the Peak to Peak Scenic Byway is only 55 miles long, plan to spend most of your day exploring its charms. During my mid-week ride, I estimate that there was one motorcycle to every three or four cars I saw on the road! From Estes Park, Peak to Peak day riders can easily return to metropolitan Denver, Boulder or Ft. Collins. Estes Park is also a popular gateway to Rocky Mountain National Park and has abundant diversions for motorcyclists looking for good grub, camping and hotels. The historic Stanley Hotel in Estes Park was opened in 1909 by the steam car pioneer, Freelan Oscar Stanley. The hotel is rumored to be haunted and was the inspiration for author Stephen King’s “The Shining.” Even though I don’t believe in ghosts, I decide to head for home….
Looking west from Colorado Highway 7, the view of Mt. Meeker’s summit is obscured by clouds.
Favorite Ride: Peak to Peak Scenic Byway Photo Gallery:
There should be a lot of interest among Aussie race fans for an auction of memorabilia belonging to beloved Brit and adopted Aussie Barry Sheene.
The two-time Motorcycle Grand Prix World Champion and all-round larrikin was well loved in his adopted country where he died in 2003 from throat cancer.
Now some famous Bazza memorabilia is going up for auction at the Bonhams Winter Sale on 11-12 December 2020. The auction also includes many rare and collectable motorcycles.
The many Bazza items on offer would make a great Christmas present for the Aussie motorcycle fan who has everything.
1976 John Player Grand Prix Senior 500cc race winner’s trophy, estimate £600-800 (about $A630-910). It consists of a sword mounted to a wooden backing.
A Castrol trophy for first in the MCN Super Bike round at Mallory Park 12 September 1976. (£400–600).
Plaque for first in the 500cc ‘Gran Prix de Venezuela’ at San Carlos 19 March 1978, 19cm x 14cm; together with three other awards including a Martini ‘rider of the year 1977’ belt buckle inscribed to the rear specifically manufactured for Barry Sheene (£300-500).
A stainless steel Gabriel watch awarded at the ‘France de Chimay’ race in 1976 (£300 – £500).
Two sets of Suzuki team overalls and bib and brace (£250-350).
‘The Sheene Collection’ leather jacket (£400 – 600/$A$ 720-1100) and a medium fabric jacket with badges and logos (£400-600).
A leather holdall featuring his famous number ‘7’, ‘Sheene’ to the end and ‘Suzuki’ logo to the ends and sides (£250 – 350).
Bazza history
Barry Sheene
Barry was born in London in 1950, and was back-to-back world 500cc champion for Suzuki in 1976-77 after a spectacular crash at the Daytona 200 in 1975.
He almost died in the crash that would have ended many other riders’ careers, yet he came back stronger than ever and more determined to win.
Barry was also instrumental in many safety developments with track design and racer clothing.
Between 1968 and 1984, Sheene made over 100 Grand Prix starts, securing 52 podium finishes and 23 victories and remains the last Briton to win a motorcycle Grand Prix race.
Take the stress out of holiday shopping this year with the 2020 Holiday Buyers Guide presented by Thunder Press and Rider magazines
Cozy up next to the fire to read and dream about great rides and inspiring gear in our 2020 Holiday Buyers Guide and Fall/Winter Riding Special! Brought to you by the publishers of Rider magazine and Thunder Press.
Arizona-New Mexico Border Loop: Brace for a paradigm shift. Cajun, Curves and Catfish: A rider’s favorite road in Louisiana. Unexpected Serenity: A surprisingly rural ride in the heart of Southern California.
Rider and Thunder Press hope you enjoy this special digital edition and wish you clear skies, dry roads, long rides and the very best of holiday seasons!
The new R 18 is the first salvo in BMW’s Heritage cruiser family, which is likely to include a bagger and perhaps even a touring bike in the future. Seen here in First Edition garb that includes lots of chrome, paint and functional options, it’s BMW’s second attempt to gain some traction in America’s large cruiser market, following the R1200C of 1998-2004.
Some motorcycle manufacturers have a difficult time accepting that Harley-Davidson’s 55-60% share of the cruiser motorcycle market in the U.S. is as much a result of cultural preference as it is affection for traditionally styled bikes. Americans love their cruisers and baggers, but these days mostly want them Made in the USA. Despite an exceptionally good run, the Japanese have pretty much thrown in the towel — with a couple exceptions there hasn’t been a new Japanese cruiser or bagger in a decade. As long as they’re selling lots of ADV, sport and sport-touring bikes, Germany and Italy haven’t paid much attention to our cruiser market, either. But every so often someone on the continent decides that they need a bigger chunk of the American motorcycle market, and out pops a Euro cruiser that either misses the styling dartboard completely or has an unacceptable engine layout. Or both.
With 788 pounds and a 68.1-inch wheelbase to throw around, the R 18’s minimal cornering clearance isn’t really an issue. Just don’t go there.
BMW’s first attempt was with the R1200C, unveiled to gasps for the 1998 model year. Limited to the existing boxer engine and techy running gear like the Telelever front end and single-sided Monolever swingarm, the result was a nice enough motorcycle in terms of handling and features. But the opposed twin was too small and underpowered to compete in the seismic V-twin market, the ergonomics were weird, and the styling too, er, unconventional. Auf wiedersehn — its last model year was 2004.
This time might be different.
You would think that Big Boxer would put out a lot of heat, but we never noticed any, even in 85-degree weather.
In creating the new R 18, to its credit once again BMW did not build a Harley clone, going so far as to boldly stamp the bike with the words, “Berlin Built.” The R 18 still uses a boxer engine instead of a V-twin, and this go-round BMW is fully committed to its iconic powerplant, taking care to highlight the advantages of a mid-mount footpeg position (active, upright seating, etc.) necessitated by the engine’s flat opposed cylinders versus feet forward. And BMW recognized that this time the engine needed to be big — really BIG. So the pair of 4.2-inch slugs and 100mm stroke in the Big Boxer give it a displacement of 1,802cc, or 110ci, which compares well with Harley’s 108s and Indian’s 111s.
BMW nailed the styling on the R 18, and with a few refinements to the suspension and seat, it can be a really nice bike to ride, too.
To make it look right, BMW’s styling team stepped back into the company’s motorcycling history, taking cues from the 1930’s R5. “We took a deep look at our own museum, and we condensed these icons from the past, and found five super-important things that you will find all of on this bike,” said Edgar Heinrich, BMW’s head of motorcycle design. In fact it’s easy to see the R5 reflected in the R 18’s double-loop frame and swingarm that give it a modern hardtail cruiser look, as well as the teardrop 4.2-gallon fuel tank, exposed final drive shaft, metal fork shrouds, fishtail dual exhaust and pinstriped black paint on the R 18 First Edition. All of this is pleasingly mashed together with contemporary cruiser licks like bobbed fenders, a semi-slammed rear end and fat tube-type wheels and tires to create the first cruiser in BMW’s Heritage family. We’re told it’s not the last.
BMW’s largest engine to date has four overhead valves per cylinder actuated by a pair of dual rocker arms with screw-and-locknut adjusters, pushrods and one camshaft per side, parallel to and above the crankshaft.
At 788 pounds fully fueled sitting on a long 68.1-inch wheelbase, the R 18 looks and feels overbuilt, like there’s a roomful of bagger and dresser bodywork tucked away somewhere just waiting to be hung on the sturdy platform. As befits a premium cruiser, BMW styled the R 18 mostly in metal — the engine and gearbox only account for 244 pounds, so we’re talking a whopping 520-pound rolling chassis minus the Big Boxer and a few options. Some parts like the wheels and levers are aluminum, but you’ll find very little plastic, and the tank, fenders, side covers, headlight, instrument and fork covers are all steel.
Seating is typical wide-bar cruiser, except for the mid-mount footpegs necessitated by those big jugs.
A little weight is attributable to the extra features on this First Edition (included in optional packages), such as the swath of chrome, heated grips, an alarm system, Reverse Assist (flip a lever, hit the starter button, backward you go) and Adaptive Headlight that illuminates the inside of corners. Electronic wizardry was kept to a minimum, though—riders overwhelmingly told BMW that this bike should not be a rolling computer. It still has Integral ABS of course, in which the front lever actuates both the strong front and rear ABS brakes, and the pedal just the rear. Switchable ASC or traction control, Motor Slip Reduction (MSR), a slipper clutch and Hill Start Control (eases starting out on inclines) are all onboard, and the R 18 has three playful ride modes, Rock, Roll and Rain. In addition to turning the volume up or down on the throttle response, changing modes alters the amount of ASC intervention, and even tweaks the idle. In Roll and Rain, it’s pretty tame, but in Rock at a stop, those howitzer-sized pistons waggle the handlebar and shimmy shimmy ko ko bop shake the bike side-to-side like a vibrating bed. Yet unlike a lot of fuel-injected bikes in the equivalent “sport” mode, throttle response is smooth and linear in Rock without abruptness, and comparatively boring in the other modes.
All LED dual headlight is available with cornering lights.
The R 18 wants to Rock right from startup, too. Quite often those big cylinders light off with a Womp!, and the engine rocks the bike strongly side-to-side — enough that it can yank the grips from your hands if you’re not ready for it. Eventually it settles into a nice loping idle, but when you twist the throttle in neutral or at lower speeds you can also feel the torque reaction of the longitudinal crankshaft rotate the bike slightly on its axis, like BMW boxers of yore. On the Jett Tuning dyno the Big Boxer set a new record for boxer torque at the rear wheel, with 109.2 lb-ft at 2,900 rpm, and 80.3 horsepower at 4,500 rpm. At speed the R 18 feels a lot like most big twins, with loads of torque right from idle that drops off quickly past 4,000 rpm. Redline is way up at 5,750 rpm, but you’ll spend far more time in the rev basement on this bike, short-shifting and enjoying the somewhat muted bark from its two fishtails. Especially since the seat and grips vibrate rather badly at anything above 3,000-3,200 rpm….
Perched with arms outstretched to the wide bar and feet comfortably on the mid-mount footpegs, the R 18’s seating position helps you fight the wind at speed, and at just 27.2 inches high the seat is an easy reach to the ground. Since there’s so little cornering clearance, footpegs drag early in corners, and the crankshaft torque reaction doesn’t really have a chance to detract from the bike’s handling. Which is about as good as you’d expect from such a big bike—slow and stable in corners and on the highway, heavy and ponderous at a walking pace or parking (thank goodness for that Reverse Assist), though tight U-turns can be mastered with some practice. That wide handlebar really helps maneuver the bike, though one grip can end up quite a reach at full lock. Of greater note is the suspension, which only offers spring preload adjustment in the rear and just 4.7/3.5 inches of travel front/rear. That’s not unusually short for a cruiser, and the punishing ride that results is no surprise either. It is eyebrow raising, though, that with all of BMW’s advanced suspension experience it didn’t give its first real cruiser some rear suspension comfortably on par with say, a 2014 Indian Chief. To make matters worse the stock seat is merely a seat-shaped rock — fortunately for anyone who actually wants to ride this bike accessory comfort seats are available.
BMW resisted the temptation to put a boss ultra-wide rear tire on the R 18, so it needs less muscle to turn.
BMW has given the R 18 adjustable brake and clutch levers, and a powerful twin LED headlight and LED brake/taillights integrated into the turn signals. The single instrument incorporates an analog speedometer and useful digital display with tachometer, trip computer and more, and there’s a handy electrical accessory socket behind the left cylinder. Pages upon pages of accessories hail the R 18’s arrival — there’s even a Bobber conversion and premium Roland Sands machined parts ready to go, as well as an Apehanger conversion with 21-inch front wheel. Knock yourself out, have fun storming the castle….
Spoked wheels necessitate inner tubes. Integral ABS brakes are strong and functional, with perhaps a little more pull at the lever than we like.
Obviously I’m of two minds regarding the R 18. On the one hand, I’m disappointed that the bike isn’t nicer to ride. Harsh rear suspension, minimal cornering clearance and heavy vibration can’t be cured with an accessory seat or chrome dingle balls. On the other, I think it’s a great-looking, badass, real-steel cruiser that rides its own path and makes no apologies for it. It also hides a lot of modern tech in a classic platform. “One of the hardest things to do is to develop a modern bike with a classic look, with no exposed wires, no sensors, no black box visible. It’s one of the biggest achievements for the designers,” said Heinrich. No doubt with the possible exception of the mufflers’ size (and keep in mind that the camera puts on 10 pounds), they nailed it.
Parallels between the BMW R5 of the 1930s and the new R 18 (this one a Bobber version) are striking, from the lines of the hardtail-look frame and tank to the exposed driveshaft and fishtail exhaust (OK, if you squint a little…).
2021 BMW R 18 First Edition Specs:
Base Price: $17,495 Price as Tested: $22,120 (Special Edition finish, Premium & Select Packages, Passenger Kit) Warranty: 3 yrs., 36,000 miles Website:bmwmotorcycles.com
Engine Type: Air/oil-cooled opposed flat twin Displacement: 1,802cc Bore x Stroke: 107.1 x 100.0mm Compression Ratio: 9.6:1 Valve Train: OHV, 4 valves per cyl. Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-O EFI w/ 48mm throttle body Lubrication System: Wet sump, 4.2-qt cap. Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft, 3.091:1
Chassis Frame: Tubular-steel double cradle w/ tubular-steel double-sided swingarm Wheelbase: 68.1 in. Rake/Trail: 32.7 degrees/5.9 in. Seat Height: 27.2 in. Suspension, Front: 49mm telescopic fork w/ 4.7-in. travel Rear: Single cantilever shock, adj. for spring preload w/ 3.5-in. travel Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers Rear: Single 300mm disc w/ 4-piston opposed caliper Wheels, Front: Spoked, tube-type, 3.50 x 19 in. Rear: Spoked, tube-type, 5.0 x 16 in. Tires, Front: 120/70-BH19 Rear: 180/65-BH16 Wet Weight: 788 lbs. (as tested) Load Capacity: 447 lbs. (as tested) GVWR: 1,235 lbs.
Performance Horsepower: 80.3 Horsepower at 4,500 rpm Torque: 109.2 lb-ft. of torque at 2,900 rpm Fuel Capacity: 4.2 gals., last 1.0-gal. warning light on MPG: 91 PON Min (low/avg/high) 30.3/34.2/38.2 Estimated Range: 144 miles Indicated RPM at 60 MPH: 2,100
Next, we’ll check out falls per session. Across all three classes, the races were where we saw the most falls: 76 in Moto3™, 90 in Moto2™ and 56 in MotoGP™. Interestingly, the second most then differs from class to class. In MotoGP™, FP2 was the session that hosted the most leading up to the race with 30, one more than FP3. It was the Saturday morning session that caught out more Moto2™ riders than any other session, excluding the race, while the Moto3™ riders seemingly found FP1 the trickiest.
Kawasaki has a new bike for the Japanese market and it’s the 2021 Kawasaki Ninja 250 KRT Edition. This bike takes the graphics that Team Green introduced for racing and brings them to the small 250 machine.
The KRT Edition bike features the same livery found on the 2021 Ninja 400. It’s a striking combination of green black and red that makes the Ninja look aggressive and ready to race.
The bike is for Japan’s market only and it will fun about 654,500 yen (about $6,275 USD). In addition to the new livery, the bike also comes with ABS, slipper clutch, and an LED headlight.
This bike could eventually go to different markets around the world. However, there has been no word from Kawasaki on when that will happen. Right now this is a Japan-only motorcycle, but it’s still pretty cool.
If you’re after the KRT livery but don’t want or can’t get this bike, then you should check out the 2021 Ninja 400 KRT. It’s the same livery in a more powerful motorcycle.
